So yeah, I saw this car the last week of June '18 during my daily CL trolling. Two days later, it popped up in the Orphan thread. I drove to Carlisle from Bel Air to look at it Thursday night (June 28?). Struck up a deal Friday night. Paid and brought it home Saturday morning (June 30).

Plans:
Brakes- trying to affordably source all the parts to rebuild the Girling brake system
Engine- Finish overhauling carbs, detail engine bay, R cam, header, air filter system
Wheels- I have no clue but I have correct hubcaps but also kinda want to run my Draco's in the garage (same size tires )
Flush rear end, transmission, crankcase and put in all fresh synthetic lube
Source and install missing lenses
Suspension overhaul- new shocks/struts, bushings, and sway bars
Patch holes at bottom of windshield
New tires and maybe wheels
Period correct tach a la: http://volvo-122s.blogspot.com/2014/...vo-amazon.html
Drive to WVU for sophomore year

Better option, if not going full-on DCOE would be a pair of HS6 carbs. Install them and get them jetted properly. Or, you could MS it, install D-Jet, K-Jet, or KE-Jet from a pre-Digifant A2 VW Golf or Jetta, etc. Buddy of mine who owned a 122S with a B20B swapped on the last option. It actually ran pretty nicely and got decent fuel economy for a car with a column-shift Bw35.

Better option, if not going full-on DCOE would be a pair of HS6 carbs. Install them and get them jetted properly. Or, you could MS it, install D-Jet, K-Jet, or KE-Jet from a pre-Digifant A2 VW Golf or Jetta, etc. Buddy of mine who owned a 122S with a B20B swapped on the last option. It actually ran pretty nicely and got decent fuel economy for a car with a column-shift Bw35.

John,
Fortunately, the PO included two L Jet B20 manifolds at my request after pondering about the possibility of MicroSquirt with such an engine.

Step one however, is to make it run with the HIF 6's, get a title, and make the thing able to be driven around the block. THEN, I can start to play with performance.

I don't know if you're familiar with HIF6's already or know about Joe Curto http://joecurto.com ?He has all the parts to rebuild 'em. I had to place two orders because I didn't give him good info the first time (and all HIF6's are not the same); If you want I can give you the details on what I ended up needing.

Yes, I'd take em too. Besides the temp compensator, there's only a very small number of moving parts. If those few parts are in working order, they'll work better than that downdraft Ford/Holley clone.

Cool car. I don't see any mention of a fuel system in your Google Sheet. That ended up being one of the most annoying parts of my swap. I don't know if a later 240 wagon tank will drop into your car, but that's definitely what I'd be trying to do.

Some welding would be necessary, plus access to a 1974-93 donor. The rear floor pan is different from the axle back. Whereas the trunk floor (or storage compartment bottom in the case of a 145) is the tank in a 1967-73 car, the floor pan comes up behind the rear seat where the tank sits underneath, then there's a drop off behind the tank, which extends to the tail panel.

The frame rails are also different, having the boxed in sections for the bumper shocks, which means that the 1967-72 rear bumper can't be used without fabrication of new mounts. You'd have to use at least a 1973 rear bumper in place of it, mounted to a pair of 1974 bumper shocks.

The good news is that you could then use whatever 240 exhaust setup you wanted, since the 1974 145 is essentially a 240 with the 140 suspension back there. If you were to take the complete floor from a late 1974 145, you could even mount a 240 parking brake setup, instead of having the handle on the outside of the driver's seat, next to the door. From what I've read, the late production 1974 cars have the necessary mounting holes and bracketry to make it possible to use a 240 parking brake handle between the seats. If the '74 145 I owned back in 2001-02 had been a later car, I probably would've done the conversion, while I was building it up.